Means for starting internal-combustion engines



L. E. SITZLER.

MEANS FOR STARTING INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JAN.4. 1916.

" 1,331,853. Patented Feb. 24,1926.

5 SHEETS-SHEET lj ueu zo/T .Zewa's E (587210:

L. E. SITZLER.

MEANS FOR STAR'HNG INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JAN. 4, 1916.

1,33 1,853. Patented Feb. 24,1920.

5 SHEETS-SHEET 2.

L. E. SITZLER. MEANS FOR STARTING INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JANMI. I9I6- I 1,33 1,853.- Patenfed Feb. 24, 1920.

5 SHEETS-SHEET 3.

OI I L. E. SITZLER.

MEANS FOR STARTING INTERNAL COMBUSTION ENGINES.

' APPLICATION FILED JAN. 4. 1916.

1,331,853. Patented Feb. 24,1920.

5 SHEETS-SHEET 4- L. E. SITZLER.

MEANS FOR STARHNG INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JAN.4.191s.

1 33 1 853 Patented Feb. 24, 1920.

5 SHEETS-SHEET 5.

uNIT D ST TES OF i LEWIS ERNEST SITZLER, 0F ESHER, ENGLAND.

MEANs rons'rAE'riivo INfi EB-NAL-COMBUSTIONENGINES; I

To all whom it may concern:

Be it known that I, Lnwis ERNEST Srrzran, electrical engineer a subj ect'of the King of Great Britain residing at Linkwood, Ember Lane, Esher, in the county of Surrey, England, have invented new or Improved Means for Starting Internal-Combustion Engines, of which thefollowing is aspeciiication.

This invention relates to a new or improved means for starting or for assisting or facilitating starting internal combustion engines of the type in which an auxiliary supply or limited quantity of motor spirit "is drawn into the induction pipe between the 'carbureter and engine cylinders.

The means Or facilitating starting,'internal combustion engines according to the present invention comprise a vesseladapted to receive and a hold therein "amountof motor from the carburetor or otherwise. as desired, the point a predetermined "limited the induction'pipe of'the engine, and an auxiliary supply pipe leading from near the bottom of said vessel'to a point or points in the induction pipe nearer to the explosion chamber than said carbureter and independ' ent of the latter. H;

In carrying out this improved invention for starting or for assisting or :,faci1itating starting a petrol motor, or the; likespirit motor, I introduce a rich charge of motor spirit (6. 9.1 petrol) at starting by meansof an auxiliary pipe into aportion of the main inlet or induction pipe at or at or near where the main inlet or indue-' tion pipe branches; t

I will hereinafter refer to as petrol being sucked in either by the suction produced by j part of a revolution or by one or more revolutions of the crankshaft, this auxiliary pipe thereafter either being closed'or otherwise as As is well known difficulty is often" experienced in starting internal combustion engines forexample such as are employed for motor vehicles; aeroplanes and the like" in which-the fuel employed is either petrol or a heavier liquid hydrocarbon and particularly when the atmospheric temperature is low and when starting with the engine cold.

for starting, or for assisting spirit supplied thereto '1 or near the valves.

he motor spirit which Specification of Letters Patent. Patented Feb. 24, 1920, Application filed January 4; 1916. Serial in 76.190, Y

,Now according to the present invention I introduce into the respective explosion chambers of an engine a rich mixture of petrol-and air the amount of extra petrol beinga definite amount (though capable of oneeighth or three-sixteenths of an inch bore.

the carbureter is arranged a small cup, vesfsel, or tray (which I will hereinafter refer to asthe vessel) of suitable size and shape so designed and arranged as to catch the petrol jwhichdrips either from the carureter jet or the lower point of the carbureter when flooded or petrol may be supplied to this vessel from any other suitable source as desired. This vessel holds and retainsa small quantity or any suitable definite quantity of petrol which maybe re-v quired to start the engine, and the lower end of the aforesaidpriming pipe (which enters the main inletpipe) is led do-wn into this small vessel which collects the petrol which is supplied thereto as aforesaid.

' In the accompanying drawings I have illustrated the invention as carried into practi'cegin several alternative constructions. Figure 1 is a form of earbureter and main inlet pipe leading therefrom to the engine cylinders showing one arrangement of the present inven tion applied thereto. V

Figs, 2' and 3 and 4 are similar views'show ing alternative arrangements of the present invention, a :;Fig.f5 is asimilar view to Fig.3 showing the addition of means to mechanicallyclose thetap E when the throttle valve is opened andto thereafter leave the tap E closed until the latter is re-opened by hand when again required to start the engine.

Referring'to all the figures of the drawings: c

. is the float feed chamber and B is the jet chamber of any ordinary or suitable carbureter; and'C is the main inlet pipe leading from said carbureter' to the explosion it Adjacent to and advantageously beneath view in elevation of a known 1 chambers of the engine, Zisthrottle valve of any'suitable type but advantageously of the known type as indicated in the draw; All these parts A. BIG. and Z being part separately thevessel D to the .level slow the jet in the jet ber A and ings;

well-known and forming no of the present invention.

Referringnow to Fig. l;

D isthe vessel for holding theprimingcharge'of petrol according to the ipresent invention; and in this arrangement said ves sel, D-ismounted upon and justbelow. the

carbureter and is located immediately be" chamber B, so that by depressing the plunger aof the. float chamflooding the .carbureter thereby petrol. from the jet in the jet chamber B drips from thelatter into andfillsthe said vessel'D up to' any, desired point; theheight of 'thepetrol in this vessel Dbeing regulated as desired for example providing an outlet cl atthe. pointiindicated in Fig."l

thiswill limit the amount of petrol held in ofthe .said opening d. f

Evis a priming pipe one (open) endE of which extends to near the bottom. of the vessel D (which bottom end Ei mayz beper forated or slotted as hereinafter described) and the other (open) end E? terminates in and discharges into the main inletipipeiC leading into. the respective explosion chainbers (not shown) of will be quickly delivered'fromging;tl ie pri1n1ng-: charge yof petrol is also, located below the carbureter sothat the petrol from the jet in the jet chamber Bran drip into said vessel F, but, in additiomin this arrangement, the pipeG is led-from the upper part of the float chamber A down to a point justiabove said vessel .F so that when the carbureter is flooded (by depressing 7 the plunger a) a supply ofgpetrol V thefloat chamber A through the pipe G into the yessel- F, at the bottom of which latter a drain tap E may be arranged as shown;

E is thexpriming pipe one: end of which E extendsto the lower part of this vessel F and the other end E terminates inthe main inlet pipe C as before explained in thesarrangeinent illustrated in Fig. 2 this 7 priming pipe E discharges into the main in, 'let pipe Oat a point closete-wherethe latter connects t the manifold lea-ding to-the ex.

the engine; andladvane the other arm Z closerh-as the plosion chambers; This primin glpipe E at its lower end E may] advantageously be slotted or otherwise provided with holes or openings near its-fsaid lower end E so as to enable air to be drawn in with the petrol toward the end gof the charge.

Referring t Figs. 8 and 5:

In thislarrangeinent the vessel I forholding the priming cliarge of .petrol is arranged and inounted on'the side of the'fioat chamher A of the carbureter, passagevortopening ;J through the upper partof the side wall of the float .chamber A. permitting petrol from said float chamber A (when the V latter is. flooded by 'depressing the. plunger a) topassi froin said chamber A into said vessel I up to any desired ]e,velfor example up to. the'level of an opening 2' provided at the desired height in the said wall 1.,

p In thisarrangeinentthe priming pipe E has its lower end E extending to nearthe bottom of said vessel-I while at its lower end this priming is'branched or nin c, forked'into branches x Fe which latter terminate and discharge at a separate points in the manifold C C each point vof "discharge being advantageouslynearto the inletvalve of the explosion chamber." 4

E is a tap provided inthe priming pipe E for closing the latter, if desired, afterthe starting'operation-as aforesaid. V v

If 7desired-the petrol may-he delivered, from. the lowerpart of thefioat ChADIbBI A. into eitherthe'vessel D or vessel For. vesset I bymeans of a pipe or outlet" from said lower part which may be controlled bye tap such as Y r as illustrated. in Fig.51. J p IiBfBlTlllgllOlViO Fig; 5 which shows the means-to mechanically close thez tap :EF

Vwhen the throttle-valve is; openedfand to thereafter leave the tap E5 .closedruntil the latter isreopenedjby hand as aforesaid, such means-coin riseaafbellcrankZ Z -fixed to the shaft of the throttle valve the lower arlniz of thesaid bell crank having pivoted thereto the connecting'rod Z by whichlsaid throttle is operated in the usualway while of said bell {crank hasaata tached thereto one-end of Y a {chain iY w'hieh at-its other endtis attachedto the lever Eff by which thetaplfl isoper-a-ted; c

VVi-th (the; bell crank .ZF- Z and they lever E iuythe liosition shown in full lines in. Fig. '5 the throttle is closed .and the tap E" :opened-.a- After starting the engine when the throttle is opened (in the ordinary'way) by operating the. rod Zt thereby the lever E isapulled the chain ;Y into thef position indicated .in -dotted linestin Figs-5 to thereby close the: tapi and leave same subsequent operation ofthe throttle-valvewto either close on open the latterduringthe running of the engine will i have noefl'eot on-the ta-p Et whibhwillfiremain closed until restored into the open po,-=

7 again required for use.

/ Or insteadof connecting the tap E-* to the throttle valve Zin such manner that when the tap E is fully closed when the main throttle valve is fully open,I may so con-- nect thelever E of the tap E to the arm' Z of the bell crank operating the throttle valve that when the tap E is fully closed thethrottle va ve Z will be only partially opened and I may arrange means such as a coiled spring connected to the chain :Y in such wise that the further opening of the throttle valve Z will only extend the spring after the priming tap E hasv been fully closed. In order to effect this the arm E may be made shorter than the arm Z Both the flooding of the carbureter and the opening of the, priming tap may .be effected by means of wires or rods run to points outside the bonnet of the car so that it will not be necessaryto lift the bonnet of the car to effect these operations. 1 Referring now to Fig. l:

In this arrangement the vessel M for holding the priming charge of petrol is mounted in any suitable position independently of the carbureter and-petrol supplied thereto independently of the carbureter for example direct from the petrol reservoir (not shown) by means of a pipe 0 controlled by a, tap

or cock suchas P.

E is'priming pipe which acts as before described with reference vto Figs. 1, 2 and 3 to lift the petrol from the vessel M and to deliver the limited charge of rich fuel mixture thus formed to the main inlet pipe C advantageously at a point or points as close as possible to the inlet valves of the engine and any way at a point or points closer to the explosion chambers than the carbureter independently of the latter.

By the means hereinbefore described a large temporarily actingv petrol jet can be produced close to the inlet valves leading to the explosion cylinders of the engine, thus greatly facilitating starting when the engine is cold or in cold weather; and owing to the very rapid admission and large quantity of this charge of petrol the motor will start firing when rotated at a slower rate than would be otherwise required and the invention is therefore designed to quickly and easily start the engine. 7

For using the starting device the operation is as follows (1) Close the main throttle Z of the en- (2) Next open tap E (if used) on the priming pipe E.

(3) Fill the priming vessel (such as D or F or I or M) with the required charge of petrol.

(4) Then turn the engine by hand or by auxiliary motor or so called self starter.

If the engine (especially if starting from r the" cold state) does not start at or before the fourth pull-up of thestarting handle or second revolution of the crank shaft it will be advisable to partially or fully open the throttle and then pull up or rotate once morewhereupon the engine will be found to start.

When the engine starts, any .petrolthen remaining in the vessel D orjFor I or M will be rapidly lifted through the priming pipe E; and the tap E on the priming pipe E may be closed as the'engine shows signs of slowing down or else the throttle Z may be opened and the engine accelerated where- 'by the excess of petrol previously admitted by the priming pipe E will be rapidly used up and the tap E may be closed at once with the engine'running quickly.

In practice the engine will usually not require priming'more than once for each start from the cold; and if the engine does not start when the aforesaid operation has been carried out this will show thatsuch nonstartingis due to some causeor. causes other than the explosive mixture.

Usually the engine would not requireprimingwhen hot; nevertheless if the enr gine should be primedby mistake when hot this can'be overcome by opening the throttle wide.

This device is relatively automatic 'in that the petrolis only lifted and shot into .the main inlet pipe and reaches the interior of the cylinders properly mixed with air at" the right momentand further after the vessel is emptied no more priming petrolis ad mitted. which might upset the ordinary working mixture or by admitting too much petrol before starting cause the pistons to a primin charge vessel adapted to contain a relative y small predetermined amount of priming. charge independent of said car'- bureter and said means for supplying fuel to said carbureter, a priming auxiliary supply pipe exterior of said'induction pipe and said carbureter and forming an independent conduit leading from near the bottom of said vessel to a point or points in said induction pipe nearer to the explosion chambers of the engine than said carbureter and independent of the latter, manually V operated'means for supplying said predetermined relatively small. amountof prim: mg charge to said vessel, said means being independent of said priming auxiliarysupply pipe and independent of the supply of fuel from said carbureter oi saidiinduction pipe,=sai'd vessel being situated below the point oi. entry of said priming auxiliary supply pipe into said induction pipe, said relatively'small amount of fuel adapted to I be drawn 'unmixedivith air intosaid' induction pipe by suctierr-produced by revolution of the crank shaft, said auxiliary supply pipe being open to theatmosphere after exhaustion of said priming charge from. said vessel, air adapted to be drawn therethrough mixed or unmixed With fuel, and

means in said auxiliary supply pipe adapted to control the passage of said priming charge and said airtherethrough.

2. Means for"facilitatingstarting internal combustion engines, comprising in combination a carbureter, means for supplying fuel to said carbureter, aninductionwpipe leadingifrom said carbureter to the engine,

. a priming charge vessel adapted to vcontain a relatively small predetermined amount of priming charge independent of said: carbureter and said means for supplying fuel to said carbureter, a priming auxiliary supply pipe exterior of said induction pipe/and said carbureter' and forming an independent conduitleading from near thebottom of said vessel to a point or points 'in said induction pipe nearer to the explosion V chambers of the enginethan said carbureter means in said auxiliary supply pipe adapted to control the passage of said priming 'an-d-windependent of the latter, manually operated means for supplying said" predes termined relatively small 'amountof prim- I ing charge to said vessel, said means being 40 independent of said priming auxiliaryw supply pipe and independent of thesupplyof p a fuel from said carbureter of said induction pipeysaitl zvessel being situated below the point of entry-of said iprimingiauxilia-ry relatively small amount of 'fuel adapted to be drawn unmixed With air into said induction pipe bysuction produeedbyrevolution of the crank shaft, said auxiliary supply vessel, .air; adapted to 'I' be": drawn therethrough mixed or unmixed .With "fuel, and

charge and said air therethrough,-a throttle valve 1n saldinduction' pipe, and meanscon nectmg said throttlevalve tos'a1d means for controlling the passageof said priming 6 0 'eharge'and said air through said" auxiliary supply pipe so that asthe main throttle is opened the supply-of said air through said V supply pipe into said induction pipe,i said pipebeing open to the atmosphere after exhaustion of said priming charge; from" said 

